Door interlock shunt for circuit for railway vehicles



March 25, 1958 H. a. MOORE DOOR INTERLOCK SHUNT CIRCUIT FOR RAILWAY VEHICLES Filed Feb. 10, 1955 MISTER REVEKJER MASTER CONTEdLLER 7164 IN WIRES m M. 2 m wMMr na w e 0 C v A mm .0

DOOR INTERLOCK SHUNT CIRCUIT FOR RAILWAY VEHICLES Harold G. Moore, Wesleyville, Pa., assignor to General Electric Company, a corporation of New York Application February 10, 1955, Serial No. 487,402

2 Claims. 01. 180-82) My invention relates to apparatus for use in vehicles of the multiple-unit typewhere a plurality of vehicles are each self-powered and to a controlsystem for energizing the train wires-between these multiple-unit ve-' hicles to facilitate the proper coordinated control of the self-powered units from one control position, and more particularly to means for nullification of the electric inter" lock between the door-control and the propulsion-control circuits.

Heretofore it has been known to connect several indi- 2 vidually powered rail vehicles to form a train. The units are usually remotely controlled through the energization of several train wires which connect the several control units. United States 2,566,898 of Ira W. Lichtenfels and myself issued September 4, 1951, and assigned to the assignee of the present application, the various functions of the individual units of the be automatically controlled, i. series connection and in the namically braked automatically when the various train wires are energized. It is necessary to match these various equipments with all of the rail vehicles used in the particular run so that the engineman in the lead or control vehicle may readily control all of the vehicles.

To provide for safe operation, it is necessary that a door actuated relay prevent operation of the train when e., accelerated in the As shown in the Letters Patent of the parallel connection and dy- 2,827,93 IC Patented Mar. 25, 1958 to accelerate the train by moving the master controller to the series position and then to the parallel position.

The single figure of this drawing illustrates the schematic circuit for energizing the train wires of this invention.

Referring now to Fig. 1, I have shown train wires 1, 2, 3, 4, 5, 6, 7 and GS which will be energized to put into operation automatic equipment for controlling each of the self-powered units of the train. The automatic equipment itself is not a portion of this invention and will not be fully explained. Suitable equipment for automatically accelerating and decelerating the self-powered units of this multiple-unit vehicle is shown in the aforementioned Letters Patent 2,566,898.

When the engineman is preparing to move the train forward, he moves the master reverser from the neutral position to the forward position closing the contactors 11, ,13 and 15 but not closing the contactor 17. This energizes the power wire 19 from the battery or low voltage generator so that he may now apply power to the train line 3 by closing the control switch 14. Thus,

'.I.theoff multiple-unit vehicles may any of the doors of the train are not properly closed.

When it is necessary to depend-on the proper actuation of the various switches at each of the doors to insure operation of this doorinterlock relay, it often occurs that one of the switch mechanisms or some other part of the this relay.

Therefore, it is the object of my invention to provide a simple and economical system for energizing the various train wires in a train to insure full control of the selfpowered units regardless of whether the proper signal is received from the various door switches.

Further objects and advantages of this invention will become apparent and the invention will be better understood by reference to the following description and the accompanying drawing. The features of novelty which characterize this invention will be pointed out with particularity in the claims annexed to and forming apart of this specification.

In accordance with one form of my invention, the engineman applies power to selected train lines by positioning a master reverser to close contacts for driving the self-powered units in the forward or'reverse direction. The master controller is then switched from the off position to thev switching position to apply powerto other selected. train lines. the door interlock has not cars to be sure that they are not in a dangerous condition and then bypasses the door interlock by manually energizing the holding coil of'a bypass relay and proceeds If the'engineman finds that. closed, he checks thev various.

power is applied from the power wire 19 through the closed contactor 21 of the master controller in the off position through the closed contactor 13 of the master reverser to the train wire 3.

It should be noted that an interlock usually is placed between the master reverser and the master controller to prevent movement of the master controller when the master reverser is in neutral and to prevent movement of the master reverser unless themaster controller is in a position. It should also be noted that the master reverser operating handle is removed in each of the trail ing units, and that this handle can only be removed with the master reverser in the neutral position and of course i the master controllerin the olf position because of the interlocking arrangement. In actual practice, all master reverser operating levers are removed when the train is stored and the engineman carries one to the vehicle he is to use as a control car. This practice assures the proper control of the multiple unit train from one control cab.

The train wire 5 may be energized by the application of the brake valve to close the contactor 28 when power is applied from the power line 19 through the contactor 21 of the'master controller. In some equipments it is necessary to energize both wires 3 and 5 to control the braking of the vehicle. On other equipments the use of the train wire 5 is sufficient.

In the off position, the contactors 23, 24, 25, 26 and 27 of the master controller have not been closed so that power may not be applied to the train lines 1, 2, 4, 6, 7

or GS. When the master reverser is positioned properly and the master controller is moved from the off to the switching position, contactors 25, 26 and 27 are closed. This immediately applies power to the train line 6. However, the train lines 1, 2 and GS are not energized unless the relay contact 30 has been closed by the cnergization of the door interlock relay 31. The interlock relay 31 is connected to be energized when all of the doors in each of the train units have been closed.

The picking up of the train wire 6 closes connections in the motor circuits of the self-powered train units to prepare the motors for series operation with the maximum load impedance in the circuit to prevent excessive overcurrents in the motors.

The train wires 1 and 2 are utilized to connect the slave reverser switches in the various self-powered units to follow the positioning of the master reverser in the enginemans cab so that each of the units will provide of the self powered train'units to allow the application of the power to the series connected motors. It is apparent that the motors cannot be accelerated without the to the switching position, and finds that the indicating lamp 33 has not been energized, he is put on no tice that the power line 34 is not energized, the train lines 1,72 and GS are not energized, and the train cannot be.ae-

celerated. If upon checking-the units he finds that the doors are actually properly closed, hefenergi z es a me mentary contact bypass switch mjeanst 35 to lbypass the door interlock relay 31. This energizes ithe pojwer wire 34 and applies power to the .trainlines 1 :2; andCjSjto allow acceleration of the train."

When the power has been, applied to the power ,wire 34, the indicator 33 will be connected and the momenf tary switch35will be held closed by the energiz ation of a holding Winding 38 whichengagesanarmature secured mechanically to the switch 35'as shown. The holding winding 38 frees the engineman from manually holding the momentary switch 35 closed, He mayv safely and properly operate the train. In order that the holding coil 38 is de-energized upon the opening of the contactor 25 of the master controller, it is connected to be energized from the train wire 6 and remains energized until the master controller is returned to the off position which opens the contactor 25 However,. the holding winding 38 is not designed to provide a sutficient force I to close the switch 35; Even if it is found that the. train has doors which aretnot operating properly, it is essential. to be able to move the'train to a point of safety from the main line of the track. Again it would be unsafe to require the engineman to maintain manually the switch 35 in the closed position. The contact 39 is connected to be opened by the application of the emergency brakes so that even with the use of the ,momentarybypass switch 35,

the application of emergency brakes will disconnect the to the power wire 34in the" switching position of the master controller, the engineman'merely moves the rn as ter controller into series position toQenergize train wire 4 through the contact or 24. Thei energization ofithe train wire 4 completes the connections necessary to accelerate the traction equipmentsin each of the self-v powered units of the train in theseries connections'. The actual acceleration of the units is automatic when the train wire 4 has been energized, The engineman is free to move the master controller to the parallel position at any time to further accelerate the train, The actual means for controlling the maximum series and the maximum parallel speeds are not a part of this invention and will not be discussed. However, a suitable system is fully explained in the aforementioned Patent 2,566,898. Returning the master controller to the ofi? position dea energizes the train wires 1, 2, 4, 6, 7 and GSito disconnect the traction motors from the power source and from ground. This automatically establishes the brakingconnections of the traction motors with the motors coasting at a very low value of motor current, The closing of the brake valve then energizes the train wire S to, connect the motors for dynamic braking for stopping the train.

train for acceleration regardless of a fault in the door interlock relay 31 or its associated circuitry.

While I have shown particular embodiments of my invention, it will be understood, of course, that I do not wish to be limited thereto since many modifications may be made, and I intend by the appended claims to cover a any such modifications as -fall-within the true spirit and scope of my invention.

winding 38.

In summary, I have developed a safe an d reliable systerm for energizing theproper tfrain wires ,to prepare the What I claim as new and desire to secure by Letters Patent of the United States is:

1. A system for selectively energizing train wires to control a train having a plurality of self-powered automatically;aeceleratedunits comprising a masterreverser for selectively energizing train wires to control slave reversers in the self-powered units to determine the direction of acceleration of each of the units, a master controller for selectively energizing train wires to accelerate ha-. f: qw e ni sndw, in er lsvre ay nt ct 0 es sqin r u ts 1 e ntact 9 iQJ RtSE i D QIl I; e-Pr ve in a pl a ion .1 ro er lf-P ed units when the ;doo 1 cl osing; circuits of the self-powered; n t do QP- B KQiQPIQP IY en; geny k s 1 arei app lied, momentary, switch means connected in cir cuit, with said contactorforbypassing said door interlock relay. contactsto allow acceleration of the self-powered units when said door interlock relay fails to operate, ao dinew nd s co nec d-t be ner z d h o a' o tact 0f said rnaster controller and energize an armaturemechsnically 1 securedv to said; momentary switchmeans for maintaining said momentary switch means in the closed po'sitionwhereby the train-may be safelyopcrated o t m u lyain a in a sw h means s d, and a contactserially connected in'circuitwith said holding ind ngrf n re ers z ne aid o d ng w nd vwhen rs rb a s ta s. p ie -t; V

A i qrv aterlnc fi um rcu tIQ l i e y ners zin ;t a aw e itotwatro 'at a a a g a p ur li y mp we ed utcn ati.sa yacce e a d units c mp isin a master reverser for -selectively energizing train wires to control slave reversers in the; self-powered units to deter: mine the direction of acceleration ofeach of the units, a estsreso trq ss n le tivelyaene g z g. ain wires s csl atethes t-pow red. unit door interlock r lay contacts: connected; in circuit with a contactor of said' mastencontrollenfor preventing application of power to thlelself -powered;units When-, thedoor closing circuits of the selt-powered units do not EOPQIBIQ properlyor when emergencybralge aretappliejd, momentary switch means connected,ini circu t with said contactor for bypassing said o i t rlo lay: c t ct t allow accel ration of the self-powered units when said door interlock relay fails to,

operate, a holdingwindingconnected-to be energized through said contactorofsaid master controller and lsaid momentary switch ior maintaining said switch meansin the closed positionwherebythetrain, maybe safely open ated without manually maintaining said switch means closed, said holding winding being designed to provide less magnetic attractionthan would be requiredto close said momentary switch, a contact connected in circuit with said holdingl winding for de-energ zing said holding winding when emergency brakes are appl ed, and; an-1n-.

dicator lamp connected in circuit with said relay contacts 1 and said momentary switch means for providing a signal when either said contactsor said means establish a current carrying circuit,

References. ,Cited in the file ofthis patent UNITED-STATES PATENTS 

